Springbok Flying Safaris Aircraft

We operate any type of aircraft, depending on the nature of any specific operation, but our Flying Safaris aircraft consist of the DC-3 and the DC-6, most suited to the rough and exotic conditions of Africa. Enjoy the following information on the history and specifications of our aircraft

History of the DC-3

The DC-3, which made air travel popular and airline profits possible, is universally recognized as the greatest airplane of its time. Some would argue that it is the greatest of all time.

Design work began in 1934 at the insistence of C.R. Smith, president of American Airlines. Smith wanted two new planes - a longer DC-2 that would carry more day passengers and another with railroad-type sleeping berths, to carry overnight passengers.

The first DC-3 built was the Douglas Skysleeper Transport, and it was the height of luxury. Fourteen plush seats in four main compartments could be folded in pairs to form seven berths, while seven more folded down from the cabin ceiling. The plane could accommodate 14 overnight passengers or 28 for shorter daytime flights. The first was delivered to American Airlines in June 1936, followed two months later by the first standard 21-passenger DC-3.

In November 1936, United Airlines, which had been a subsidiary of Boeing until 1934, became the second DC-3 customer. The DC-2 had proved more economical than the Model 247 and United assumed the DC-3 would continue that lead. Initial orders from American and United were soon followed by orders from more than 30 other airlines in the next two years. The DC-3 was not only comfortable and reliable, it also made air transportation profitable. American's C.R. Smith said the DC-3 was the first airplane that could make money just by hauling passengers, without relying on government subsidies. As a result, by 1939, more than 90 percent of the nation's airline passengers were flying on DC-2s and DC-3s.

In addition to the 455 DC-3 commercial transports built for the airlines, 10,174 were produced as military transports during World War II. For both airline and military use, the DC-3 proved to be tough, flexible, and easy to operate and maintain. Its exploits during the war became the stuff of legend. Today, more than six decades after the last one was delivered, hundreds of DC-3s are still flying and still earning their keep by carrying passengers or cargo.

Our DC-3

The reliability and excellent short take-off and landing capability of the DC-3 makes it ideal for operations into remote locations where little infrastructure exists.

Our DC-3, ZS-GPL, was originally built at the Santa Monica, California plant, as a C47 "Skytrain" and was delivered to the US Army Air Force in 1945. In 1946 it went to General Airways in Portland and in 1966 it went to North American Aviation in LA, then on to North American Rockwell and to Elbee Co, LA.

In March 1971 it arrived in South Africa, operated as the corporate plane of Grinair Ltd, then for United Air and Wonder Air, before being sold to a sangoma (Zulu traditional healer), Dr. Mbata, in Kwazulu Natal. Springbok Flying Safaris bought it from Dr. Mbata`s estate in early 2001 and put it through an extensive restoration process before introducing it into service in 2002.

History of the DC-6

The Douglas DC-6 was one of the first airplanes to fly a regularly scheduled around-the-world route. With its higher performance, increased accommodation, greater payload and pressurized cabin, it was a natural evolution of the DC-4. During its 11-year production run, Douglas delivered 704 DC-6s, 167 of them military versions.

Although the DC-6 had the same wingspan as the DC-4, its engines helped it fly 90 mph faster than the DC-4, carry 3,000 pounds more payload and fly 850 miles farther. The DC-6 could maintain the cabin pressure of 5,000 feet while flying at 20,000 feet.

American Airlines and United Airlines ordered the commercial DC-6 in 1946, and Pan American Airways used the DC-6 to start tourist-class service across the North Atlantic. The 29th DC-6 was ordered by the Air Force, adapted as the Presidential aircraft and designated the VC-118. It was delivered on July 1, 1947, and called The Independence after President Harry Truman’s hometown, Independence, Missouri.

The larger, all-cargo DC-6A first flew Sept. 29, 1949; the larger capacity DC-6B, which could seat up 102 people, first flew Feb. 10, 1951. After the Korean War broke out in 1951, the military ordered DC-6As modified as either C-118A "Liftmaster" personnel carriers, as the Navy’s R6D transports or as MC-118As for aeromedical evacuation. Between 1947 and 1959, Douglas built a total of 704 DC-6s. By 1998, the DC-6 was still flying with smaller airlines around the world.

The DC-6 (Leased From NCA)

DC-6B (c/n 45564) was first delivered to JAT as YU-AFB on November 17 1958. She remained in airline service rather longer than her sister ship and was not transferred to the Yugoslav Air Force until 1966 when she took up the military serial 7452. Temporarily leased to Ljubljana-based holiday airline Adria during 1970 and 1971 as YU-AFB, she was also donated to the Zambian Air Force in 1975.

Another DC-6B, serial number 45563, is the "sister" of the DC-6B, serial number 45564, and the two were the last aircraft in the DC-6 series to be built. Both were delivered to JAT at about the same time, passed on to the Yugoslav Air Force, and then freighted to Zambia, where they waited patiently for their fates to be decided. Until now, the only difference has been that the "last" aircraft to be built - serial no. 45564 - was not used for the Yugoslav president. It is assumed that these two are the only ones of the type that are still suitable for passenger use today. An additional point of interest is the extraordinarily low number of flying hours: just 11000 for the 45564, and 7000 for the 45563. 45563 – ex V5-NCF, was eventually purchased by the Flying Bulls.

The Douglas DC-6B serial # 45564 was recovered in 1998 after being parked at the Rundu airfield for six years in anticipation of restoration. Being well prepared for the recovery operation from Rundu airfield, it only took only seven days to fit four serviceable engines, propellers and prepare the aircraft for the ferry flight to Eros Airport Windhoek.

On March the 31st 2001 V5-NCG successfully did her first initial test flight, subsequent to her recovery from Rundu in 1998. This immaculate DC-6B is often leased to Springbok Flying Safaris for classic flights.